Train controlling and stopping mechanism.



E. J. CLARKE & P. P. DEWITT. TRAIN CONTROLLING AND sToPPING MBGHANISM.

APPLICATION FILED JAN. 17, 1910. 1,004,148. Patented Sept. 26, 1911.

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,EDWARD J. CLARKE ANI) PHILIP F. DEWITT, OF SCRANTON, PENNSYLVANIA.V

TRAIN CONTROLLING AND STOPPI'NG'MECHANISM.

Specification of Iictters Patent.

Application tiled January 17, 1910.

Patented Sept. 26, 1911.

serial No. 538,480.

.,To all whom 'it may concern:

Be it known that we, EDWARD J. CLARKE and PHILIP F. DEWITT, residing at Scranton,

February 26, 1907 and July 14, 1908, re-` spectively.

Our present invention has for its object to.

provide a mechanism of the character stated, of a simple-and effective construction, in which the first cost is reduced to the lowest possible figure, and which, when installed, will involve vthe smallest possible upkeep expense.

Generically, the present invention resides in providing an improved operating valve in. connection with the train stopping air` brake system for controlling the automatic setting of the air brakes and closing of the engineers throttle valve.

More specifically our present Iinvention resides in those novel details of construction, combination and arrangement of parts, all ofwhich will be first fully described, then be specifically p ointed out in thc appended claims, and illustrated in the accompanying drawings, in whichz- Figure l, isa diagrammatic View illustrating the general application of our invention in use 1n connection with'mechanically controlled tripping devices. Fig. 2, is an enlarged central vertical longitudinal section of the yoperating valve. Zontal section on the line 3-3 of Fig. 2. Fig. 4, is a cross section on the line 44 of Fig. 2.- Fig. 5, is a top plan view of the trip.4 Fig. 6, is a detail sectional view thereof.

Referring now to the accompanying. drawings, in which like letters and numerals of reference indicate like parts in all of,l the figures, 1' designates the throttle lever whichl is 'pivoted at 2 and pivotally connected to Fig. 3, is a hori-v the throttle valve rod 3, as indicated in the drawings. The lever 1 is locked in its various positions by a spring-pressed pawl that engages a rack 4, asusual, the lever also carries a pair of rollers 6-6, between' which a rod 7, having a headb passes, the rod 7 pivotally connecting to the piston rod 9 of the throttle cylinder 8, hereinafter again referred to. 1

The enginers brake valve 11 is connected through a pipe 10 with the main reservoir. 27, a double cock, or valve 12 being interposed in the pipe 10, between the reservoir 27 and the engineers brake valve 11. The valve 12 has one of its ports connected by a pipe 13 with the union 14 in the train pipe 15 of the air brake system. The port of the valve 12 which opposes that to which pipe 13 is connected, joins with a pressure reducing valve 17, through a pipe 16.

The throttle cylinder 8 has a pipe 18 that joins with a pipe 21 through aback check valve 20 and has a by-pass 19, as indicated. A second pipe 23, having a back check valve 24 joins with the cylinder 8 and with a pipe 26, a by-pass 25 being provided, as indicated. A whistle 22 is provided tooperate when compressed air enters the cylinder 8 through the inlet pipe 21.

The double cock or valve 12 has its lever 28 connected through a fiexible connection 30 represents the operating valve whose i cylinder has a\chamber 32 open at one end and tapped as at 33, to receive a threaded plug 34 into which the pipe 26 is threadedto establish communication between the valve 30 and cylinder 8. The valve casing or cylinder 30 has a second threaded opening 37 closed by a plug 38, into which pipe 21 is passed, the plug 38 having a port 39 controlled by a slide "valve 45 which operates in a'slideway 36 in the caslng 30,

and is moved by a web 405 on the piston valve 40 that operates in the chamber 32 of the casing 30. The valve 40 has cupped Washers 41-41 at its ends, held in place yby a metallic disk 44 and nut 43, the valve The casing 30 has its forward end apertured' at 35 to pass the stein 46 of the valve 40 and permit it toengage the cam 49 0nthe rotary shaft 48 which is held in bearings' 47 on the base plate 31. The shaft 48 is turned hrough the medium of a lever 51, which is pivoted at 52 to the head 50 of the shaft 4S. The lever 51 is operated by a trip linger 53 that is secured to a rod 54 Which is pivoted in a projection in a bearing member 55, the rod'54 being bent at an angle as at 57 to join with a coil spring 58 which is in turn connected to the bearing to normally project the linger 53 into operative position. A stop or guide 59 is provided `to guide the trip finger 53. The

bearing 55 is pivoted at 56 toa post 60 which may carry the semaphore 61. The semaphore 61, Which may be of the usual construction, and which may be set in the usual manner, is pivoted at 62 'to the post and is joined with the bearing' member 55 by rods 66-65 and an interposed lever 63 to which such rods 6665 are connected. The lever 63 is pivoted at 64 to the post 60.

In practice@ valve 30 is Vplaced on the pilotof an engine, one valve on each side of the engine and each valve is piped'up, as shown, -with the reservoir 27 and the throttle operating cylinder 8. Either one,

v,or both valves 30, may be used at the same time. vThen one valve is to be operated alone the lever 51 is swung up to the posiF tion shown in dotted lines in Fig. 1, when it will not be engaged by the trip linger 53. In practice the trips are placed one on each side of a single track line at suitable blocks or intervals apart along the right-of-Way, While on double track lines. trips are placed only on the right hand side of a track.

In operationvhen it is desired to stop a `train the semaphore 61 is raised to its danger position, bringing the finger 53 Within the path of travel of the lever 51 of the valve 30, so that thefinger Will be struck by the lever 51 and impact it. A rotary motion is thus imparted to the shaft 48. thereby causing the cam 49 to move the piston 40 from right to left, in Fig. 2, and thereby open the port 39 to permit ther air from the main reservoir 27 to pass through the pipe 29 and port 37x into t" .i valve cas-V ing 30, between the ends4 of the pist-c1140.

'The air passes out of the casing` 30 .through the port 39 to the pipe 2l, through which it is conveyed to the forward end of the throttle cylinder 3. The air entering the cylinder 8 at the forward c nd forces the piston from the dotted position to the full line position in Fig. 1, or in other words from left to right in Fig. 1, to release the vlever 1 and move it to the position shown in full lines in Fig. 1, and at the same time move the valve l2 to close communication between the engineers brake valve andthe main reservoir 27 and to open communication betiveen the train pipe 15 and the pressure reducing valve 17 in a' manner clearly made apparent by reference to our Patent 893,053, hereinbefore f referred to. This serves to set the brakes for a service stop o'r for a full stop,'according as to hoW `the 4() 1" rom left to right, in Fig. 2, and reset the valve 30, when it is ready to be operated again. While the airin pipe 26 is oo mpressed, the resetting of the valve 30 is .insured by reason of the bypass 25 permittingv fluid under pressure from the member 8 to flow therein and reset the valve 30, the closing of the valve 30 and relief of pressure in the cylinder 8 via Whistle 22 permits the air in pipe 26 beyond the check valve 24 and compression therein, to expand back via pipe 25 and carry its piston substantially into the original position to reset it as Well as the piston 40 in operating valve 30. It should be understood that the amount of air in the pipes 26, 25,25 and the cylinder 8 when the piston -is inthe dotted line position shown in Fig. 1 is the same as is present in the pipes 25, 25 and 26 when the piston is in the full line position shown in Fig. 1 with this exception that in the former case the air is under a lesser pressure (substantially atmospheric pressure) than it is un.- der when the piston 8 has been moved to the full line position shown in Fig. 1, therefore, when pressure to the leftof cylinder 8 in Fig. 1 is relieved the expanding air pressure in pipe 25 causes the piston in cylinder- 8 to be moved back to its original dotted l .',combination with. the air `train andiwith the engineers throttle valve;

'single structure operating valve and resetting device cooperatively connec'ted. withl said throttle cylinder and with the' main' reservoir of the `air brake system.

2. In 'a train stoppin `mechanism, the rake system of a a throttle valve closing and brake setting i v cylinder and its piston,- combined with a tem of a train, including an air valve, a

' said cylinder and said operatin valve, said operating -valve having a pistn for con, v trolling the passage of air through said single structure operating valve and resetting device coperatively connected with said throttle cylinder, andwith the main :reservoir of t'he air brake system, and a mechanism for moving saidvalve.

3. In combination with anl air brake 'syscylinder and'its piston joined withv said valveto move the same; a sin le structure operating valve andvresetting evice piped up with said cylinder and with4 the main reservoir of the air brake system'to control the passage of'air from the main reservoir to .said-cylinder, and means conveying air from'said cylinder tosaid operating valve to reset the same.

4. In combination with 'the air brake sys-i` tem of a train including anair valve and with the enginecrs'throttle lever and valve,

a cylinder and its piston joined with said 5. In a train .stoppin systemthe combinationwith the air bra e system of a train including an air valve, of a cylinder and i piston .coperatively connected with said valve to move the same," an operating valve,

' pipe connections between the main-reservoir of the air brake system andsaid operating valve, pipe connectionsl between one end of operating" valve, said operatin valve having aypiston rod, and rotatab e means for moving said piston'rod axially to move said o eratin' valve Jistoli to o en communical tion between said main reservoir and one lend of said cylinder to move said cylinder 4piston in one direction.

6. In a train stopping sistem, the lcombination with the air ra e system of a train including an air valve, of a cylindery and piston' coperativelyl connected with saidvalve to move the same, an o erating.

valve, ipe connections between t e main reservoir of the ai'r brake system and said'v operating valve, pipe connections between both 'ends o f said cylinder: and said operating valve,. said operat-ing valve having" a piston for4 controlling the passage of airl thi-ou h said operating valve, said operating va rod, rotatable means for moving said piston rod axially to move said operating valve pistonto open communication between 'said main reservoir and one end of said cylinder to'rnove said cylinder piston in one direction to move said air vvalve and reset said operating valve piston. l

. An operating .valve for train stopping mechanisms comprising a valve casing having an internal chamber, a` piston operating in said chamber and havinga reduced central portion, said .valve casing havingval ve havingl a pistonl f slideway, a port entering said casin cham- A ber through said slideway, a slideva ve 'conport, and means causing said trolling said slide valve to mofve'with said piston, saidcasing having a second port in communication with the interior of said valve casing at the reduced portion of said piston to pass air through said casin to said ort when open, said operating va ve casing iav. ing a port to admit air into said valve cas ing at .one end against one end of -saidl piston,.and mechanical means for moving said ,piston longitudinally.

8. An operating valve for train stopping mechanisms comprising a valve casing having an internal chambery-ii piston operating in said chamber and having a reduced Central portion, aid valve casing having a` slideway, a por entering' said-casin chamber through said slideway, a slide va ve con- .trolling said port, and means causing said slide valve to move with said piston, said casing having a second p ort in communication with the interior o'f said valve casing atthe reduced ortioii of said piston to pass air through said casinguto said port whenv open, said Voperating valve casing having a portto admit air into said valve, casing at one end` against one end of said piston, mechanical means for movin co erativcly connecting said shaft vvith sai piston.

l PHILIP F. DEWITT; v

Witnesses:

FRANK R. S'rocxnn, M. J. WALSH.

Copies of this patentmay be obtained for ve cents each, by addressing the "Commissioner of Patents,

Washington, D. U.

l said. piston longitudinally, said mechanica means comlprisinga rotatable shaft and cam devices EDWARD J. CLARKE. 1 

